torrey



(No Modelr.) 3 Sheets-Sheet 1.

D. ToRmzY.V

AYUTGMATIG CAR BRAKE.

No. 276,930. Patented May 14,1883..

(No Model.) A s sheets-sheet 2.

D. TORREY.

AUTOMATIC GAR BRAKE.

Patented May l., 1883.

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3 Sheets-fSheet 3 DTORREY.' AUTUMATIG GAR BRAKE. f No 276,930 PatentedMay 1,1883.

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UNITED STATES PATENT OFFICE..

DoLPHus TORREY, oF NEW YORK, N. Y.

AUTOMATIC CAR-BRAKE.

SPECIFICATION `forming part of' Letters Patent No. 276,930, dated May 1,41883.

" Application tiled J'nne 29, 1882. Renewed April 13, 1883. (No model.)

To all whom it may concern:

Be it known that I, DoLPHUs TORREY, of

` the city, county, and State of New York, have invented a new andusefullmprovement in Automatic Car-Brakes, of which the following isaspeciication.

My invention relates to double-acting momentum-brakes, which areactuated by the draw-bar ot' the car, and have a reversible adjustmentactuated by changes in the direction of wheel rotation. I also gage theintensity of brake application by the weight of the car and maintain afixed proportion between the two. I also usean auxiliary mechanism, bymeans ot' which, should there be a breakage of the car-coupling,1 securethe instant application of the momentum-brakes upon all of the detachedcars. It is my intention to embody this emergency-brake mechanism, inits application to brake apparatus generally and as a distinctinvention, in aseparateapplication for Letters Patent, and the herebyreserve to myself.

The object of my invention is to secure by these means a moreserviceable brake apparatus than has been heretofore used.

In the accompanying drawings, Figure lis a bottom view of one end ot'the bed-frame of Y a car, showing the principal operating parts.

Fig.2 is a vertical transverse section on the line 2 2, Fig. 1. Fig. 2uis a partial vertical section on the line 2, Fig. 2, omitting the guideand support 46. Fig. 3 is a vertical longitudinal section, showing `theadjusting devices Fig4 is a vertical section` in side elevation.transversely to the car on the lille 4 4, Fig. 3.

. Fig.5is a detail elevation, showing the suspension device forregulating the maximum force of the brakes by the weight of the car.Fig. 6 is a horizontal section ot' the same on the line 6, Fig. 5. Fig.7 is a vertical section on the line 7, Fig. 5. Fig. S is a verticalsection on the line 8 8, Fig. 5. Fig. 9 is a plan view, illustratingamoditication of the device shown in Figs. 5 and 6. Fig. 10 is anVenlarged detailed View of the releasing device ot` the Aemergency-brakehereinafter described. Fig.

11 is a longitudinal sect-ion ofthe same ou-the line 1 17 Fig. 10.

The draw-bar 1 is connected by the pitman 2 to the motor-lever 3. Themotor-lever' and right so'to do I` operating-lever 4 are upon a commoncenter, and are superimposed one over the other. They swing in parallelhorizontal planes and engage, when approaching, by the contact ot'projecting lugs 5 and 6 upon theirapproximate faces near their ends.actuated by the draw-bar. The operatinglever 4 is attached to thebrake-chain 7, and pulls upon it when it is swung by the motorlever. Theoperating-lever is kept in its plane of rotation by a guide or adjustingbar,45. (Shown in Fig. 3.) y VThe reversal of adjustment is elt'ected bythe depression ot' this adj listing-bar, which carries with it theoperatinglever, thus permitting the motor-lever to pass it andtake aposition in which the movement bythe draw-ban, which can bring thelevers into engagement, is reversed. Fig. 1 shows the principal parts ofthe apparatus as they may be placed upon the car. 8 is a transmittingequalizer-lever, to which the brake-chain 7 is attached by two branchespassing lin the form of a loop over a pulley, 9. By this device, inwhichever Way the operating-leverpnlls, the brake-chain draws upon the ybrakes. From the lever 8 a rod, 10, extends to the specialbrake-fittings which maybe used. For illustration, an arrangement isshown in which the car is supplied with brakes upon both trucks, and hasthe brake-shoes hun g between the wheels. The chain connecting the. twosets of brakes is carried through an equaliziug-lever, 11, suspendedunder the center of the car. 1t extends from one brake-lever over ashe-ave in the top of the companionlever, and thence to the equalizer.The rod 10 is attached `to the equalizer, and when drawn will swing theequalizer and effect an application of both sets ot' brakes. At one endof the equalizer is attached a take-up rod, 14, which is provided with aslot, 16, in which the piu connecting them works, and with a spring forkeeping' said take-up in its proper position.. The take-up rod isserrated upon its edge and rides over or" against a tooth, 15, having asharp edge for catching in the serrated edge of the bar.

It will readily be seen that when the equalizer is swung for applyingthe brakes it will slide in the slot to its full length aud then` crowdthe bar 14 over its catch 15. When the The motor-lever 3 is IOO vto thechanged position of the equalizer.

brakes are released the equalizer swings back only as far as the lengthof the slot, and is then held. By this means a fixed limitis determinedfor the distance which the brakeshoes may hang from the wheels.

The rod 10 is continued through the equalizer and beyond to a spring,18, and has a serrated edge, 17, which is set against catches 19 by thespring 2O in the end of the equalizer. When the rod 10 is drawn inapplyingI the brakes it effects a compression of the spring 18, and whenthe brakes are let off, if the equalizer is withheld from returning toits firstl position by the action of thel take-up 14, the tension of thespring 18 will draw the bar 10 through the opening in the end of theequalizer and make its working length correspond the combined action ofthese take-ups the aetion of the whole apparatus is unaffected by thewear of brake-shoes, and the parts are always in position to work withuniform stresses and a definite extent ofmovement. brake shaft 21 isconnected, by its chain 22, to the lever 8, as is also the chain 23 23Lof the emergency-brake. This part of the mechanism is a length of chainwhich passes through an eye or ring, 24, firmly set in the under sideot' the end sill, and which has a ring or loop in its end 25, which maybe thrown over a pin or hook upon the next car. In case that thecoupling-link between the cars is broken while the train is running, thechain 23 23zu will be ,drawn out, and thereby effect an application ofthe brakes. in the line of the chain 23 23a is placed aconpling, 26, asshown in Figs. 10 and 11, which, when drawn into the ring on the endsill, will hook the chain to it, and at the same time, by the contact ofthe inclined faces of the hooks 2oa with the interior of the ring 24,Will automatically sever the end 23a of the chain, so that it may betaken away upon the other car without breakage. The application of thebrakes upon the head car of the detached part of the train aii'ords theresistance necessary to secure the instant application of themomentum-brakes upon all the cars so detached, and thus prevent thepossibility of these cars running into the other part of' the train.

The lever 8 is fulcrumed in the head of a boltor rod, 30,which passesthrough the bolster to a connection with a bell-crank, 31. Thehorizontal arm of this crank has a pitman, 32, passing down to aconnection with two levers, 33, which levers are extended down to aposition over the springs 34, which support the weight of the car. Thefulcrums of these levers 33 are between the springs and the pitman, andare so distanced as to secure that degree of multiplication of powerwhich may be desired, as explained hereinafter. The arrangement andlocation of the levers 33 are not limited to those shown. They may be inthe form of cranks, as given in Fig. 6, or they may run in a directline, as shown in Fig. 7. Again, they may be At a suitable place putbetween the car and truck holsters, instead of between thetruck-timbers, as illustrated in Fig. G.

Ordinarily the proportions set in the arrangement of the systemof leverswill probably besuch as to make a braking stress of one-half the weightupon the wheels, and then any excess will Eind relief by raising the carupon the levers 33. If a higher rate of braking stress is desired, theconnecting-point of the chain 7 with the lever 8 can be changed, and anydesired rate of braking stress be thus established.

yIt will be seen readily that there is secured an arrangement which,without the use of relief-springs, gages at all times with any weight ofload in the car a braking stress which is in a fixed proportion to theweight upon the wheels.

Fig. 4 shows the arrangement of struts 41, connecting the balancedbrake-beams with the balancing-.levers 40, which are represented asbeing pivoted above the car-bolster at equal distances from the center.Fig. 3 shows a section of the same. At the center is placed a pitman,42, which is to actuate the adjusting device. 40 arethebalancing-levers; 41, the struts or pitmen ofthe same; 42, the pitmanfor effecting the adjustment; 43, a shalt bearing two crank-arms,one,44', for the pitman 42, and the other, 44, in the iine of theadjustingbar 45. 42lmay represent a slotted hanger.

The adjusting-bar 45 is held in two hangers, 46, bolted to the stringerof the car. Slots 47, through which it passes, are longer than the widthofthe bar, so that the bar can be depressed. The bar has at the pointsof supports diagonal slots 48, through which the supporting-pins 49pass. A long slot, 50, in the IOO bar receives the operating-lever 4.The bar the action of its cam-slots upon the pins 49 compel it to bedepressed and take with it the operating-lever 4, thus permitting areversal ot' position by the levers 3 and 4. The lever 3 is confined inits plane of rotation by the bar 53. lf it is desired to hold theapparatus in a position of disengagement, a brakeman turns. the lever54, which may be at any place upon the car, and thereby pulls the cordor chain 55, and with it the adjusting-bar, into the position that holdsthe operating-lever permanently out of engagement.

The operation ofthe apparatus is as follows: When the train has beenmade up with the levers in a position of disengagement, (or preferabl yso,) the rela-ted positions of the balanced brake-beams and the levers 3and 4 may or may not be such that they will have proper coincidentmovements and changes. lo se- IIS cure their correct adjustment, abrakeman will apply for an instant the hand-brake,which ei'ects thesetting of the brake-beams in the directionof wheel rotation. Then, ifit is not already done, he will turn the disengaging-lever and leave theoperating-lever in Aposition for engagement. Thereafter, regardless ofthe direction in which the carmay be running, the transformations of theapparatus are purely automatic, and will continue as needed` until theremay be an engine attached to theother end of the car, when the attentionand service of a brakeman will be again required, as just described.Assuming that the car is running forward, the motor-lever is before theoperating-lever, and the pulling out of the draw-bar does not affect thebrakes. Slow the engine, and the momentum ofthe train will compel acompression of the draw-bar and the swinging inward of the motor-lever.This carries the operatinglever beforeit, and, by pulling upon the chain7, swings lever 8 and pulls on the brakes. When the intensity ofthebrake application is equal to, say, one-half the weight ofthe car on thewheels, thefulcrum of the lever 8 becomes the more yielding of the twoends of it, and the rod is pulled out, relieving the brake stress. `Therod 30 pulls upon the levers 33 and raises the body of the carin aproportionate degree. The importance of this i'ulcruming ot' the brakingstress against the weight ot' the car will be appreciated from the factthat the draw-bar movement is a detinite one, and is actuated by themomentum of the train behind the car rather than by the momentum of thecar under consideration.-

'lhis car may be light, while the train may be very heavy, and so,without this system offulcruming, to avoid sliding the wheels it wouldbe Anecessary to so set the brakeslas to never have a braking stressgreater than that which anempty car could bear. This would sacrice'muchof the power for operating brakes, which is represented by the greatmomentum of the train and the increased weight ofthe car when loaded.Thecompression ofthe drawbar being continued until the train is stopped,the engine, being backed, occasions a rotation of the wheels in areversed direction.` This shifts the brakebeams, and they, in changing,depress the operating-lever, permittingthe mot tor-lever to pass it, andthen work free while the backing is continued. While backing,

should the engine be slowed, the momentum of the cars will pull outtheir draw-bars. This brings the motor-lever into engagement with theoperating-lever and applies the brakes, and the action of the mechanismcontinues, as before detailed.

Having thus described my invention, the following is what I claim as newtherein and de-V weight, thereby relieving the braking stress,

substantially as and for the purposes specified.

2. The equalizer levers 33 and carryingsprings`34, said levershavingi'ulcrums or short arms between the said carrying-sprin gs and thetruck-bolster, substantially as and for the purposes set forth.

3. The combination of the transmittingequalizer 8 with the chains 7, 22,and 23,eacl1 being connected with a separate motor element, for applyingthe brakes.

4. Thecom bin ation, with an equalizing brakelever, l1, of the take-updevices 14 and 17 18 `19 20, substantiallyv as set forth.

5. The combination ofthe emergency-brake 23 24 25 26 with amomentum-brake.

6. The adjusting-bar 45, controlling the operatinglever 4, having camslots for raising or depressing it when moved endwise.

7. The combination, with the lever 4, ofthe adjusting-bar 45, engagingspring 5l, guides 48 49, and the disengaging cam-movement 44, as setforth.

S. The combination of the obliquely-slotted adjusting-bar 45, slottedhangers 46, and pin 49, substantially as and for the purposes set forth.

9. The combination, with the brake-beains, of the pitmen 41 42, shaft43, crank -arm's 4 4 44', and adjusting-bar 45, substantially as and forthe purposes set forth.

DOLPHUS TORREY. Witnesses:

WILLIAM J. LARDNER, C. H. BEJMAN.

